JP5668842B2 - Control device for internal combustion engine and vehicle equipped with the same - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine and a vehicle on which the control device is mounted, and more particularly to control for setting an idle rotation speed of the internal combustion engine.

  In an internal combustion engine such as an engine, the engine rotation speed (hereinafter also referred to as “idle rotation speed”) in a so-called idle operation in which the driving force is not transmitted to the load after the engine is started is referred to as “idle rotation speed”. In order to reduce this, it is desirable to make the rotational speed as low as possible within the range where independent operation is possible.

  On the other hand, while the engine is in operation, vibration is generated by the operation of the engine. In order to reduce vibration during idle operation, the idle rotation speed is a rotation that causes resonance in the driving force transmission system including the engine. It is set to be higher than the speed (hereinafter also referred to as “resonance rotational speed”).

  Japanese Patent Laying-Open No. 2006-152877 (Patent Document 1) discloses that, in a hybrid vehicle in which a mounted engine is cranked and started by a motor, an increase in engine rotation speed is suppressed when the engine is cranked. A configuration is disclosed in which the motor is driven so that the engine rotation speed is lower than the resonance rotation speed when the engine rotation speed during cranking may coincide with the resonance rotation speed of the driving force transmission system.

  According to the configuration disclosed in Japanese Patent Laying-Open No. 2006-152877 (Patent Document 1), when cranking at the time of starting the engine, the engine rotation speed is reduced due to an increase in friction torque or a decrease in motor output due to a decrease in battery output. Even when there is a possibility that the frequency coincides with the resonance rotational speed, the resonance of the driving force transmission system can be suppressed.

JP 2006-152877 A JP 2007-118728 A

  Generally, the engine idle speed is set to a value different from the rotation speed (resonance rotation speed) corresponding to the resonance frequency of the driving force transmission system through which the vibration from the engine is transmitted in order to reduce vibration during idling. Is done.

  However, for example, in a cold region, when the vehicle is kept stopped for a long time in a low temperature environment (for example, −15 ° C. or lower), the resonance rotational speed of the driving force transmission system changes. There is a case. Therefore, when the vehicle is kept in a low temperature environment and the engine is stopped, the resonance rotational speed of the driving force transmission system approaches the idle rotational speed, which may increase vibration during idling. .

  The present invention has been made to solve such a problem, and its object is to suppress an increase in vibration during idling when the engine is stopped in a low temperature environment. That is.

  The control apparatus for an internal combustion engine according to the present invention counts the stop period of the internal combustion engine, and when the stop period is long, sets the idle rotation speed of the internal combustion engine to a value different from that when the stop period is short.

  Preferably, when the stop period is long, the control device sets the idle rotation speed to a larger value than when the stop period is short.

  Preferably, the control device sets the idle rotation speed when the stop period exceeds a predetermined reference value to a value different from the idle rotation speed when the stop period falls below the reference value.

  Preferably, the control device sets the idle rotation speed to the first idle rotation speed when the stop period falls below a predetermined reference value, and sets the idle rotation speed to the first idle rotation speed when the stop period exceeds the reference value. A second idle rotation speed different from the rotation speed is set. The second idle rotation speed is set to a value larger than the first idle rotation speed.

  Preferably, the control device changes the idle rotation speed to the second idle rotation speed when the value related to the air temperature when starting the internal combustion engine is lower than the threshold value and when the stop period exceeds the reference value. Is done.

  Preferably, the internal combustion engine is attached to the vehicle using a fixing member. The resonance frequency of the drive transmission system including the internal combustion engine has a characteristic that it increases as the temperature of the fixed member decreases.

  Preferably, the control device changes the second idle rotation speed according to the stop period when the stop period exceeds the reference value.

  Preferably, when the stop period exceeds the reference value, the control device increases the second idle rotation speed when the stop period is long compared to when the stop period is short.

  Preferably, the internal combustion engine is provided with a detection unit for detecting vibration of the internal combustion engine. The control device changes the second idle rotation speed in accordance with a value related to the magnitude of vibration of the internal combustion engine based on the signal from the detection unit.

  Preferably, the control device increases the second idle rotation speed when the value related to the magnitude of vibration is large compared to when the value related to the magnitude of vibration is small.

  Preferably, the control device returns the idle rotational speed to the first idle rotational speed when a state in which the idle rotational speed is set to the second idle rotational speed has elapsed for a predetermined period.

  Preferably, the internal combustion engine is used with a drive motor. The control device controls the internal combustion engine and the drive motor so that the required drive force is generated from the internal combustion engine and the drive motor, and when the idle rotation speed is set to the second idle rotation speed, The output is set to a value different from the case where the idle rotation speed is set to the first idle rotation speed.

  Preferably, the control device controls the internal combustion engine in accordance with a map in which operation lines that define the relationship between the rotational speed of the internal combustion engine and the driving force are defined in advance. The control device changes the driving force of the internal combustion engine along the operation line when setting the idle rotation speed to the second idle rotation speed.

  Preferably, the control device counts a time during which the internal combustion engine is stopped in a state where a value related to the temperature is below a threshold value as the stop period.

  Preferably, the control device resets the count of the stop period when the internal combustion engine is started.

  A vehicle according to the present invention includes an internal combustion engine and a control device for controlling the internal combustion engine. The control device counts the stop period of the internal combustion engine and, when the stop period is long, sets the idle rotation speed of the internal combustion engine to a value different from that when the stop period is short.

  Preferably, the vehicle further includes an electric motor. The vehicle travels using at least one of the driving force generated by the internal combustion engine and the driving force generated by the electric motor. The control device controls the distribution of the driving force generated by the internal combustion engine and the driving force generated by the electric motor so that the required driving force is output. The control device changes the driving force generated by the internal combustion engine in response to the change in the idle rotation speed.

  Preferably, the internal combustion engine is attached to the vehicle using a fixing member. The resonance frequency of the drive transmission system including the internal combustion engine has a characteristic that it increases as the temperature of the fixed member decreases.

  According to the present invention, it is possible to suppress an increase in vibration during idling when the engine is stopped in a low temperature environment.

1 is an overall block diagram of a vehicle according to an embodiment. FIG. 6 is a diagram for describing an overview of idle speed change control in the first embodiment. In Embodiment 1, it is a functional block diagram for demonstrating idle speed change control performed by ECU. 4 is a flowchart for illustrating details of an idle speed change control process executed by an ECU in the first embodiment. It is a flowchart which shows the detail of the count process of vehicle leaving time of step S100 in FIG. FIG. 10 is a diagram for describing an outline of idle speed change control in the second embodiment. In Embodiment 2, it is a flowchart for demonstrating the detail of the idle speed change control process performed by ECU. In Embodiment 3, it is a figure for demonstrating the outline | summary of the setting method of the rotational speed of an engine, and a torque at the time of applying idle speed change control to a hybrid vehicle. In Embodiment 3, it is a flowchart for demonstrating the detail of the idle speed change control process performed by ECU. In Embodiment 4, it is a flowchart for demonstrating the detail of the idle speed change control process performed by ECU.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Description of overall vehicle configuration]
FIG. 1 is an overall block diagram of a vehicle 100 according to the present embodiment. Referring to FIG. 1, vehicle 100 includes a power storage device 110, a system main relay (SMR) 115, a PCU (Power Control Unit) 120 that is a driving device, motor generators 130 and 135, power It includes a transmission gear 140, drive wheels 150, an engine 160 that is an internal combustion engine, and an ECU (Electronic Control Unit) 300 that is a control device. PCU 120 includes a converter 121, inverters 122 and 123, and capacitors C1 and C2.

  The power storage device 110 is a power storage element configured to be chargeable / dischargeable. The power storage device 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, or a power storage element such as an electric double layer capacitor.

  Power storage device 110 is connected to PCU 120 via power line PL1 and ground line NL1. Then, power storage device 110 supplies power for generating driving force of vehicle 100 to PCU 120. Power storage device 110 stores the electric power generated by motor generators 130 and 135. The output of power storage device 110 is, for example, about 200V.

  Relays included in SMR 115 are inserted in power line PL1 and ground line NL1 that connect power storage device 110 and PCU 120, respectively. SMR 115 switches between power supply and cutoff between power storage device 110 and PCU 120 based on control signal SE <b> 1 from ECU 300.

  Converter 121 performs voltage conversion between power line PL1 and ground line NL1, power line PL2 and ground line NL1, based on control signal PWC from ECU 300.

  Inverters 122 and 123 are connected in parallel to power line PL2 and ground line NL1. Inverters 122 and 123 convert DC power supplied from converter 121 to AC power based on control signals PWI1 and PWI2 from ECU 300, respectively, and drive motor generators 130 and 135, respectively.

  Capacitor C1 is provided between power line PL1 and ground line NL1, and reduces voltage fluctuation between power line PL1 and ground line NL1. Capacitor C2 is provided between power line PL2 and ground line NL1, and reduces voltage fluctuation between power line PL2 and ground line NL1.

  Motor generators 130 and 135 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.

  The output torque of motor generators 130 and 135 is transmitted to drive wheels 150 via power transmission gear 140 including a reduction gear and a power split mechanism, and causes vehicle 100 to travel. Motor generators 130 and 135 can generate electric power by the rotational force of drive wheels 150 during regenerative braking operation of vehicle 100. Then, the generated power is converted into charging power for power storage device 110 by PCU 120.

  Motor generators 130 and 135 are also coupled to engine 160 through power transmission gear 140. Then, ECU 300 causes motor generators 130 and 135 and engine 160 to operate in a coordinated manner to generate a necessary vehicle driving force. Further, motor generators 130 and 135 can generate electric power by rotation of engine 160, and can charge power storage device 110 using the generated electric power. In the present embodiment, motor generator 135 is used exclusively as an electric motor for driving drive wheels 150, and motor generator 130 is used exclusively as a generator driven by engine 160.

  Engine 160 controls the rotational speed, valve opening / closing timing, fuel flow rate, and the like according to control signal DRV from ECU 300, and generates driving force for traveling vehicle 100.

  In FIG. 1, the configuration of a hybrid vehicle that travels using at least one of the driving force from engine 160 and the driving force from motor generators 130 and 135 is shown as an example. It is applicable if it is the structure provided with. Therefore, it may be a vehicle that does not have a motor generator and includes only an engine. Alternatively, in the case of a hybrid vehicle, there may be one motor generator or a configuration in which more than two motor generators are provided. Good.

  The engine 160 is provided with a temperature sensor 165 for detecting the temperature of the cooling water of the engine 160. Temperature sensor 165 outputs a signal related to detected coolant temperature TW to ECU 300.

  Vehicle 100 further includes a temperature sensor 170 for detecting the outside air temperature and a vibration sensor 180 for detecting the vibration of the vehicle body. Temperature sensor 170 outputs a signal TA related to the detected outside air temperature to ECU 300. The vibration sensor 180 is, for example, an acceleration sensor, and outputs a signal related to the detected vibration acceleration ACC of the vehicle body to the ECU 300.

  ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in FIG. 1, and inputs signals from each sensor and the like, and outputs control signals to each device. 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  ECU 300 calculates a state of charge (SOC) of power storage device 110 based on detected values of voltage VB and current IB from a voltage sensor and a current sensor (both not shown) provided in power storage device 110. . ECU 300 receives a signal related to vehicle speed SPD from a speed sensor (not shown).

  ECU 300 receives an ignition signal IG for starting the vehicle, which is input by a user operation. In response to reception of ignition signal IG, ECU 300 closes SMR 115 and transmits power from power storage device 110 to PCU 120. Instead or in addition, ECU 300 outputs control signal DRV and starts engine 160.

  In FIG. 1, one ECU 300 is provided as a control device. However, for example, a control device for the PCU 120 or a control device for the power storage device 110 is provided for each function or for each control target device. It is good also as a structure which provides a control apparatus.

[Embodiment 1]
Generally, the engine idle speed is set to a value different from the rotation speed (resonance rotation speed) corresponding to the resonance frequency of the driving force transmission system through which the vibration from the engine is transmitted in order to reduce vibration during idling. Is done.

  However, for example, in a cold region, when the vehicle is kept stopped for a long time in a low temperature environment (for example, −15 ° C. or lower), the resonance rotational speed of the driving force transmission system changes. There is a case. Therefore, when the vehicle is kept in a low temperature environment and the engine is stopped, the resonance rotational speed of the driving force transmission system approaches the idle rotational speed, which may increase vibration during idling. .

  For example, in the vehicle as described above, when the engine is attached to the vehicle body, for example, a rubber-like fixed body is used to prevent vibration generated by driving the engine from being directly transmitted to the vehicle body. Generally, it is attached via a member (mount).

  The resonance frequency of the driving force transmission system including the engine varies depending on the elastic coefficient of the mount used for mounting. If the vehicle is left in a cold region with the engine stopped for a long time in a cryogenic environment, the mount will harden depending on the characteristics of the mount, and the resonance of the drive force transmission system The rotation speed may change. It is known that the resonance frequency generally increases as the mount hardens, that is, when the elastic modulus decreases. Therefore, when the vehicle is left in a low temperature environment for a long period of time, the resonance rotational speed of the driving force transmission system approaches the idle rotational speed, which may increase vibration during idling. .

  Therefore, in the first embodiment, resonance is generated in the driving force transmission system during idle operation by changing the idle rotation speed in accordance with the stop period in which the engine is kept stopped in a low temperature environment. Idle speed change control is performed to suppress the occurrence.

  FIG. 2 is a diagram for explaining the outline of the idle speed change control in the first embodiment. The horizontal axis in FIG. 2 shows a stop period (hereinafter also referred to as “leaving time”) TIM in which the engine is stopped in a low temperature environment, and the vertical axis shows the driving force including the engine. A resonance rotational speed Fr at which the transmission system resonates is shown.

  Referring to FIGS. 1 and 2, under the cryogenic environment, as described above, the resonance rotational speed Fr of the driving force transmission system is increased as the standing time TIM becomes longer due to the hardening of the mount. It becomes higher as shown by the solid curve W1 and saturates near a specific resonance rotational speed.

  Then, the engine 160 is started in a state where the resonance rotational speed Fr has reached or near the point P10 that coincides with the idle rotational speed NE_idle (for example, 1300 rpm) of the engine 160 at room temperature (dashed straight line W2 in FIG. 2). When the engine is idled, the driving force transmission system may resonate due to vibration generated by the engine 160, particularly immediately after starting.

  In the first embodiment, for example, in the mount having the characteristics as shown in FIG. 2, the leaving time t3 (for example, 72 hours) when the resonance rotational speed Fr approaches the rotational speed corresponding to the idle rotational speed NE_idle is reached. In response, the set value of the idle rotation speed is changed to an idle rotation speed NE_idle # (for example, 1500 rpm) that is higher than the idle rotation speed NE_idle at the normal temperature, as indicated by a straight line W3 in the broken line in FIG. As a result, the idle rotation speed can be kept away from the resonance rotation speed of the driving force transmission system, so that resonance of the driving force transmission system can be prevented.

  FIG. 3 is a functional block diagram for illustrating the idle speed change control executed by ECU 300 in the first embodiment. Each functional block described in the functional block diagram of FIG. 3 is realized by ECU 300 by hardware or software processing.

  Referring to FIGS. 1 and 3, ECU 300 includes a count unit 310, an idle speed setting unit 320, and an engine control unit 330.

  Count unit 310 receives an ignition signal IG by a user operation, and water temperature TW and outside air temperature TA from temperature sensors 165 and 170. Based on these pieces of information, the count unit 310 calculates a leaving time TIM in which the engine is not started in a low temperature environment. The count unit 310 outputs the calculated leaving time TIM to the idle speed setting unit 320.

  The idle speed setting unit 320 includes a leaving time TIM from the counting unit 310, a water temperature TW and an outside air temperature TA from the temperature sensors 165 and 170, a vibration acceleration ACC from the vibration sensor 180, and a vehicle speed SPD from a speed sensor (not shown). Receive. As described with reference to FIG. 2, the idle speed setting unit 320 sets the reference value NR_idle of the idle rotation speed during idle operation based on these pieces of information, and outputs the set reference value NR_idle to the engine control unit 330. .

  The engine control unit 330 receives the reference value NR_idle of the idle rotation speed from the idle speed setting unit 320. The engine control unit 330 generates the control signal DRV so as to control the engine 160 so that the rotational speed of the engine 160 becomes a rotational speed according to the reference value NR_idle during the idling operation. Engine control unit 330 controls engine 160 by generating control signal DRV so that torque TR determined by a user's operation of an accelerator pedal or the like is output during vehicle travel.

  FIG. 4 is a flowchart for illustrating details of the idle speed change control process executed by ECU 300 in the first embodiment. In the flowcharts shown in FIG. 4 and FIGS. 5, 7, 9, and 10 to be described later, the processing is realized by a program stored in advance in the ECU 300 being called from the main routine and executed in a predetermined cycle. Alternatively, some or all of the steps can be realized by dedicated hardware (electronic circuit).

  Referring to FIGS. 1 and 4, ECU 300 counts vehicle leaving time TIM in a low temperature environment at step (hereinafter, step is abbreviated as S) 100. Details of the counting process in S100 will be described later with reference to FIG.

  Next, in S110, ECU 300 determines whether or not the leaving time TIM calculated in S100 is greater than a predetermined reference value α.

  When leaving time TIM is equal to or less than reference value α (NO in S110), ECU 300 determines that the resonance rotational speed of the driving force transmission system has not reached the vicinity of the idle rotational speed. Then, ECU 300 advances the process to S170 and ends the process without changing the idle rotation speed.

  If standing time TIM is larger than reference value α (YES in S110), the process proceeds to S120, and cooling water temperature TW when engine 160 is started is smaller than a predetermined threshold value TWA. It is determined whether or not. This is to determine whether or not the vehicle is in a low temperature environment when the engine 160 is started. In S120, the cooling water temperature TW that reflects the actual temperature of the engine 160 is used as an indicator of the low temperature environment. Instead, for example, the outside air temperature TA from the temperature sensor 170 is used. You may determine using other signals, such as.

  When cooling water temperature TW is equal to or higher than threshold value TWA (NO in S120), ECU 300 is in a state in which the outside air temperature is high, for example, during the daytime, and the hardened state of the mount is likely to be relaxed. It is determined that the resonance rotational speed of the force transmission system has not reached the vicinity of the idle rotational speed. Then, ECU 300 advances the process to S170, and ends the process without changing the idle rotation speed.

  On the other hand, when cooling water temperature TW is smaller than threshold value TWA (YES in S120), ECU 300 is in a low temperature environment and the resonance rotational speed of the driving force transmission system may have reached the vicinity of the idle rotational speed. Judgment is high. In S130, ECU 300 sets control flag FLG for idle speed change control to ON, and in S140, idle rotation speed reference value NR_idle is larger than rotation speed NE_idle (for example, 1300 rpm) at room temperature. The rotational speed is changed to NE_idle # (for example, 1500 rpm). Note that the changed rotational speed NE_idle # is set to a value smaller than the rotational speed NE_idle at normal temperature if the resonant rotational speed of the driving force transmission system can be avoided and the engine 160 can be stably operated. It may be.

  Thereafter, in S150, ECU 300 determines whether or not the state in which control flag FLG is set to ON has elapsed for a predetermined period, that is, whether or not the control duration is greater than a predetermined reference value γ.

  If the control duration time is less than or equal to reference value γ (NO in S150), ECU 300 determines that the mount is not yet sufficiently softened by vibration energy generated by idling operation of engine 160. Therefore, the process proceeds to S160, and ECU 300 continues the idle speed change control and maintains an idle rotational speed NE_idle # that is higher than that at normal temperature.

  If the control duration time is greater than reference value γ (YES in S150), ECU 300 determines that the mounting of the mount that supports engine 160 has been relaxed (softened) by thermal energy and vibration energy generated by idling operation of engine 160. To do. That is, ECU 300 determines that the resonance rotational speed of the driving force transmission system has been reduced and is away from idle rotational speed NE_idle at normal temperature. Then, the process proceeds to S170, and ECU 300 stops the idle speed change control to return the idle rotational speed to the idle rotational speed NE_idle at room temperature, and sets control flag FLG to OFF.

  By performing the control according to such processing, the mount that supports the engine is cured by exposing the vehicle to a low temperature environment for a long time, thereby increasing the resonance rotational speed of the driving force transmission system, thereby allowing idle driving. It is possible to suppress an increase in vibration due to resonance at times. Further, since the idling rotation speed is changed by predicting the occurrence of vibration, the chance of occurrence of vibration due to resonance can be reduced.

  In FIG. 4, the idle speed change control is performed when the water temperature TW at the time of starting the engine is smaller than the threshold value TWA (S120). However, the process of step S120 is arbitrary, and the engine Regardless of the water temperature TW at the time of starting, when the leaving time TIM is larger than the reference value α, the idle speed change control may be performed.

  FIG. 5 is a flowchart showing details of the neglected time counting process in step S100 in FIG. Referring to FIGS. 1 and 5, ECU 300 determines in step S <b> 101 whether or not an ignition signal IG by a user operation is off.

  If ignition signal IG is off (YES in S101), then in S102, ECU 300 determines whether or not coolant temperature TW is lower than threshold value TWB, that is, the current state is in a low temperature environment. It is determined whether or not. Note that the signal used for the determination in S102 may be another signal that can determine that the environment is in a low temperature environment, as described in S120 above. Further, the threshold value TWB used here may be the same value as the threshold value TWA in S120, or a different value.

  If cooling water temperature TW is smaller than threshold value TWB (YES in S102), the process proceeds to S103, and ECU 300 determines that it is in a low-temperature environment and counts up standing time TIM.

  On the other hand, when cooling water temperature TW is greater than threshold value TWB (NO in S102), ECU 300 determines that the current state is not in a low-temperature environment, proceeds to S104, and sets the standing time TIM. The current count value is maintained without counting up.

  If ignition signal IG is on (YES in S101), the engine has been started, so ECU 300 advances the process to S105, stores the value of neglected time TIM, and resets the count value of the counter. . ECU 300 executes the subsequent processing using the stored leaving time TIM.

  In the flowchart of FIG. 5, the standing time TIM is counted up only when the water temperature TW is lower than the threshold value TWB. However, the step S102 is optional, and the ignition is performed regardless of the water temperature TW. When the signal IG is off, the leaving time TIM may be counted up.

  In a hybrid vehicle, engine 160 may not necessarily be started even when ignition signal IG is turned on. In such a case, even if the ignition signal IG is turned on, the hardening of the mount may not be relaxed.

  Therefore, in the hybrid vehicle, the process of S101 may be determined based on, for example, a control signal DRV to engine 160. Even when the engine 160 is not actually started, in the state where the vehicle has traveled for more than a certain time using the driving force from the motor generator, the hardening of the mount is mitigated by the heat and vibration generated by the travel. May have been. Therefore, when determining based on the control signal DRV to the engine 160, it is preferable to further determine whether to reset the leaving time in consideration of the actual traveling state of the vehicle.

[Embodiment 2]
In the first embodiment, when the engine stop duration (leaving time) exceeds a predetermined time, the engine idle speed is changed to a specific fixed idle speed (NE_idle #). Explained.

  However, as shown in FIG. 2, the changed idle rotation speed NE_idle # is set to a value larger than the maximum value of the resonance rotation speed Fr of the driving force transmission system. For this reason, for example, in FIG. 2, the idle rotation speed is set higher than necessary during the standing time t3 to t4, so that excessive fuel consumption results in excessive deterioration of fuel consumption. There is a fear.

  Therefore, in the second embodiment, the changed idle rotation speed can be set variably according to the leaving time, and the resonance during idle operation in a low temperature environment is suppressed while minimizing the deterioration of fuel consumption. Make it possible.

  FIG. 6 is a diagram for explaining the outline of the idle speed change control in the second embodiment. In FIG. 6, as in FIG. 2 of the first embodiment, the horizontal axis indicates the stop period (leaving time) TIM in which the engine is stopped in a low temperature environment, and the vertical axis indicates A resonance rotational speed Fr at which the driving force transmission system including the engine causes resonance is shown.

  Referring to FIGS. 1 and 6, the resonance rotational speed Fr of the driving force transmission system becomes higher as the standing time becomes longer, and is saturated near a specific resonance rotational speed (curve W5 in FIG. 6).

  On the other hand, the idle rotation speed is set to the idle rotation speed NE_idle at room temperature until the leaving time TIM is t3, but after the leaving time TIM has passed t3, the resonance rotation speed Fr increases. , And is set to increase while maintaining a predetermined interval. The predetermined interval at this time is preferably as small as possible within a range in which the vibration of the driving force transmission system does not increase due to the idle rotation speed, from the viewpoint of improving fuel efficiency.

  FIG. 7 is a flowchart for illustrating details of the idle speed change control process executed by ECU 300 in the second embodiment. FIG. 7 is obtained by replacing step S140 in the flowchart described in FIG. 4 of the first embodiment with S140A. In FIG. 7, the description of the same steps as those in FIG. 4 will not be repeated.

  Referring to FIG. 7, ECU 300 determines that leaving time TIM is greater than a predetermined reference value α (YES in S110), and coolant temperature TW at the time of engine start is greater than threshold value TWA. If it is determined that the speed is smaller (YES in S120), the process proceeds to S130, and the idle rotation speed change control flag FLG is set to ON.

  Then, the process proceeds to S140A, and ECU 300 sets an idle rotation speed corresponding to the leaving time TIM using a map as shown in FIG.

  Thereafter, in S150, ECU 300 executes the idle operation using the idle rotation speed set in S140A until the duration of the idle rotation speed change control reaches a predetermined reference value γ.

  By controlling according to the above-described process, the resonance of the driving force transmission system during idling that can occur as the mount hardens in a low-temperature environment is suppressed while minimizing deterioration in fuel consumption. It becomes possible.

[Embodiment 3]
The control in the first embodiment and the second embodiment can be applied to any vehicle equipped with an engine.

  Further, in the hybrid vehicle as shown in FIG. 1, the engine command power and the target torque of the motor generator can be controlled based on the driver request torque.

  Therefore, in the third embodiment, when the idle speed change control described in the first and second embodiments is applied to the hybrid vehicle shown in FIG. 1, the engine speed is optimized so as to optimize the engine efficiency. A configuration in which the engine command power is changed according to a change in speed will be described.

  FIG. 8 is a diagram for explaining an overview of the engine speed and torque setting method when the idle speed change control is applied to the hybrid vehicle in the third embodiment. In FIG. 8, the horizontal axis represents the engine speed NE, and the vertical axis represents the torque TR to the engine.

  Referring to FIGS. 1 and 8, a curve W20 in FIG. 8 is an operation line showing the relationship between the rotational speed NE and the torque TR at which the efficiency is optimal based on the characteristics of the engine 160.

  Assuming that the idle rotation speed at normal temperature is the rotation speed NE_idle, the torque TR is set so as to be the operation point indicated by P1 from the operation line W20. A relationship between the rotational speed NE and the torque TR for achieving the required power PW1 that becomes the point P1 is shown by a curve W10 in FIG.

  At this time, when only the engine speed NE is changed to the rotational speed NE_idle # by the idle speed change control as in the first and second embodiments, if the required power distribution to the engine 160 is the same, Torque TR changes along curve W10, and engine 160 is driven at the operating point indicated by point P2.

  Since the operating point of this point P2 is not on the operating line W20 when the efficiency is optimum, the efficiency of the engine 160 decreases.

  Therefore, in the hybrid vehicle as shown in FIG. 1, when changing the idle rotation speed, the distribution of the required power to the engine 160 is changed so that the changed operating point is on the operating line W20. For example, in the example of FIG. 8, the required power to engine 160 is changed from PW1 to PW2 so that engine 160 is driven at point P3 where rotational speed is NE_idle # on operation line W20.

  FIG. 9 is a flowchart for illustrating details of the idle speed change control process executed by ECU 300 in the third embodiment. FIG. 9 is obtained by replacing step S140 in the flowchart described in FIG. 4 of the first embodiment with S140B. In FIG. 9, the description of the same steps as those in FIG.

  Referring to FIG. 9, ECU 300 determines that leaving time TIM is greater than a predetermined reference value α (YES in S110), and cooling water temperature TW at the time of engine start is greater than threshold value TWA. If it is determined that the speed is smaller (YES in S120), the process proceeds to S130, and the idle rotation speed change control flag FLG is set to ON.

  Then, the process proceeds to S140B, and ECU 300 sets the idle rotation speed using the map as shown in FIG. 2 or FIG. In addition, ECU 300 determines the required power that optimizes the efficiency of engine 160 at the set idle rotation speed after the change by using the map as shown in FIG. The distribution of the driving force of the motor generators 130 and 135 is set.

  Thereafter, in S150, ECU 300 executes the idle operation using the idle rotation speed set in S140B and the required power to engine 160 until the duration of the idle rotation speed change control reaches a predetermined threshold value γ. To do.

  Control is performed according to the above processing, and in a hybrid vehicle, resonance is prevented in a low-temperature environment by changing the required power so that the engine is driven at an optimum efficiency in accordance with the change in the idle rotation speed. However, it is possible to suppress a decrease in efficiency in the entire vehicle.

[Embodiment 4]
In the first to third embodiments, when changing the idle rotation speed, the resonance rotation speed of the driving force transmission system with respect to the standing time in a low temperature environment is determined by an experiment or the like as shown in FIG. 2 or FIG. The configuration that is set using a predetermined map or the like has been described.

  However, for example, when the mount characteristics change due to aging or damage or are affected by the surrounding environment, the relationship between the standing time and the resonance rotational speed changes from a predetermined relationship. there is a possibility.

  Therefore, in the fourth embodiment, a configuration will be described in which an idle rotation speed is adjusted by using a signal from a vibration sensor provided in a vehicle, depending on whether resonance actually occurs during idling.

  FIG. 10 is a flowchart for illustrating details of an idle speed change control process executed by ECU 300 in the fourth embodiment. FIG. 10 is obtained by adding step S125 and replacing S140 with S140C in the flowchart described in FIG. 4 of the first embodiment. S140C includes S141 to S143. In FIG. 10, the description of the same steps as those in FIG. 4 will not be repeated.

  Referring to FIG. 10, it is determined that leaving time TIM is larger than a predetermined reference value α (YES in S110), and cooling water temperature TW at the time of engine start is determined to be smaller than threshold value TWA. If so (YES in S120), the process proceeds to S125, and ECU 300 determines whether vehicle speed SPD from the speed sensor is lower than a predetermined reference speed Vth. This is to eliminate the influence of vibration caused by road surface conditions during traveling.

  If vehicle speed SPD is equal to or higher than reference speed Vth (NO in S125), the process proceeds to S170, and the process ends without performing the idle speed change control.

  If vehicle speed SPD is smaller than reference speed Vth (YES in S125), the process proceeds to S130, and ECU 300 sets idle rotation speed change control flag FLG to ON.

  In step S141, ECU 300 determines whether the magnitude of vibration acceleration ACC from vibration sensor 180 is greater than threshold value Ath.

  If the magnitude of vibration acceleration ACC is greater than threshold value Ath (YES in S141), ECU 300 determines that there is a high possibility that resonance has occurred in idle operation, and changes the idle rotation speed to increase. As a result, the ECU 300 keeps the idle rotation speed away from the resonance rotation speed of the driving force transmission system. Note that the amount of change in the idle rotation speed at this time may be changed at a time up to the rotation speed NE_idle # shown in FIG. 2, or the change amount may be changed according to the magnitude of vibration. Further, it may be changed little by little with a smaller predetermined change amount while monitoring the magnitude of vibration.

  On the other hand, when the magnitude of vibration acceleration ACC is equal to or smaller than threshold value Ath (NO in S141), the process proceeds to S143, and ECU 300 is idle within a range in which vibration does not increase with idle rotation speed NE_idle at normal temperature as a lower limit. Reduce the rotation speed.

  Thereafter, in S150, ECU 300 executes the idle operation using the idle rotation speed set in S140C until the duration of the idle rotation speed change control reaches a predetermined reference value γ.

  By performing control according to the above processing and adjusting the idle rotation speed while feeding back the actual vibration of the vehicle, it is possible to perform idling at an idle rotation speed that does not cause resonance reliably.

  In the description of the fourth embodiment, the idle rotation speed is set based on the vibration acceleration from the vibration sensor. However, in the first to third embodiments, the idle rotation speed is temporarily changed using a map or the like. Later, the idle rotation speed may be corrected based on the vibration acceleration as in the fourth embodiment.

  In the above description, the case where the resonance rotational speed of the driving force transmission system changes due to the hardening of the mount has been described as an example. The present invention can be applied when the resonance rotational speed of the force transmission system changes.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 vehicle, 110 power storage device, 115 SMR, 120 PCU, 121 converter, 122, 123 inverter, 130, 135 motor generator, 140 power transmission gear, 150 drive wheel, 160 engine, 165, 170 temperature sensor, 180 vibration sensor, 300 ECU, 310 count unit, 320 idle speed setting unit, 330 engine control unit, C1, C2 capacitor, NL1 ground line, PL1, PL2 power line.

Claims (15)

A control device for an internal combustion engine,
The internal combustion engine is attached to a vehicle using a fixing member,
The resonance frequency of the drive transmission system including the internal combustion engine has a characteristic that increases as the temperature of the fixed member decreases,
The control device counts , as the stop period of the internal combustion engine, a time during which the internal combustion engine is stopped in a state where a value related to temperature is below a threshold value, and when the stop period is long, A control device for an internal combustion engine, wherein the engine idle speed is set to a value different from that when the stop period is short.   2. The control apparatus for an internal combustion engine according to claim 1, wherein when the stop period is long, the control apparatus sets the idle rotation speed to a larger value than when the stop period is short.   The control device according to claim 2, wherein the idle rotation speed when the stop period exceeds a predetermined reference value is set to a value different from the idle rotation speed when the stop period falls below the reference value. Control device for internal combustion engine. The control device sets the idle rotation speed to a first idle rotation speed when the stop period is lower than a predetermined reference value, and sets the idle rotation speed when the stop period is higher than the reference value. A second idle speed different from the first idle speed,
The control device for an internal combustion engine according to claim 3, wherein the second idle rotation speed is set to a value larger than the first idle rotation speed.   The control device sets the idle rotation speed to the second idle speed when a value related to an air temperature when starting the internal combustion engine is below a threshold value and when the stop period is above the reference value. The control device for an internal combustion engine according to claim 4, wherein the rotation speed is set.   5. The control device for an internal combustion engine according to claim 4, wherein, when the stop period exceeds the reference value, the control apparatus changes the second idle rotation speed according to the stop period.   The control device according to claim 6, wherein when the stop period is greater than the reference value, the second idle rotation speed is increased when the stop period is long compared to when the stop period is short. The internal combustion engine control device described. The internal combustion engine is provided with a detection unit for detecting vibration of the internal combustion engine,
5. The control device for an internal combustion engine according to claim 4, wherein the control device changes the second idle rotation speed in accordance with a value related to a magnitude of vibration of the internal combustion engine based on a signal from the detection unit. .   9. The control device according to claim 8, wherein when the value related to the magnitude of the vibration is large, the control device increases the second idle rotational speed as compared with a case where the value related to the magnitude of the vibration is small. The internal combustion engine control device described.   The said control apparatus returns the said idle rotational speed to the said 1st idle rotational speed, when the state which made the said idle rotational speed the said 2nd idle rotational speed passes for the predetermined period. 10. The control device for an internal combustion engine according to any one of 9 above. The internal combustion engine is used with a drive motor,
The control device controls the internal combustion engine and the drive motor so that a required drive force is generated from the internal combustion engine and the drive motor, and the idle rotation speed is set to the second idle rotation speed. 5. The control device for an internal combustion engine according to claim 4, wherein the output of the internal combustion engine is set to a value different from the case where the idle rotation speed is set to the first idle rotation speed. The control device controls the internal combustion engine according to a map in which an operation line that defines a relationship between a rotation speed and a driving force of the internal combustion engine is predefined,
The control device for an internal combustion engine according to claim 11, wherein the control device changes the driving force of the internal combustion engine along the operation line when the idle rotation speed is set to the second idle rotation speed. The control device for an internal combustion engine according to claim 1 , wherein the control device resets the count of the stop period when the internal combustion engine is started. An internal combustion engine;
A control device for controlling the internal combustion engine,
The internal combustion engine is attached to a vehicle using a fixing member,
The resonance frequency of the drive transmission system including the internal combustion engine has a characteristic that increases as the temperature of the fixed member decreases,
The control device counts a time during which the internal combustion engine is stopped in a state where a value related to temperature is below a threshold value as a stop period of the internal combustion engine, and when the stop period is long, A vehicle in which the idle rotation speed of the engine is set to a value different from that when the stop period is short. An electric motor,
The vehicle travels using at least one of a driving force generated by the internal combustion engine and a driving force generated by the electric motor,
The control device controls the distribution of the driving force generated by the internal combustion engine and the driving force generated by the electric motor so that the required driving force is output;
The vehicle according to claim 14 , wherein the control device changes a driving force generated by the internal combustion engine in response to a change in the idle rotation speed.

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